|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : ikk|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Small Transport, Low Wing, 2 Recip Eng|
|Flight Phase||landing other|
|Make Model Name||Small Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||descent : approach|
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
pilot : flight engineer
|Experience||flight time last 90 days : 30|
flight time total : 900
flight time type : 6
|Function||flight crew : single pilot|
|Anomaly||conflict : ground critical|
non adherence : far
other spatial deviation
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : took evasive action|
|Miss Distance||horizontal : 800|
vertical : 100
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
I was flying an small transport XXXX in a left hand traffic pattern at kankakee airport doing touch and go's on runway 22. The wind was reported from 220 degrees at 15 KTS gusting to 20 or 25, ceilings were 10000' broken and visibility was 15 mi. I was monitoring CTAF 123.0 at all times and made my position and intention reports on it. Around 1400 local turning from base leg to final for runway 22 I announced on CTAF 123.0, 'kankakee traffic small transport XXXX final for 22 touch and go.' I didn't hear any other airplanes in the traffic pattern at kankakee. When I was in the flare just about to T/D I saw an airplane coming at me from the opp direction for runway 4. I estimate he was over the numbers 100' in the air and descending. He continued to descend to about 5' of the runway at midfield with his gear down and looked like he was about to land at this time. I decided to take evasive action by using heavy braking and trying to make the first available turnoff. The right tire blew on my airplane and the left one sustained heavy damage making it unserviceable. I notified the FBO over the radio as to what happened. The airport manager copied the tail number and tried to contact him but he was not monitoring CTAF. He continued flying approachs to runway 4 with a 20 KT tailwind creating a very dangerous situation for airplanes flying in the pattern for runway 22. The aircraft involved was an small transport. He was talking to chicago approach control and was cleared for the approach, but he didn't talk or monitor CTAF which is considered a good operating technique. I think this communication breakdown creates a potential hazard for VFR traffic. When approach control clears airplanes for practice approachs to uncontrolled airports and the pilot does not have to talk or monitor unicom or CTAF legally.
Original NASA ASRS Text
Title: AT TOUCHDOWN REPORTER ACFT OBSERVED SECOND ACFT APPARENTLY ABOUT TO TOUCHDOWN ON THE OPPOSITE END OF THE RWY IN USE. REPORTER TOOK EVASIVE ACTION TO CLEAR THE RWY AND IN THE PROCESS DAMAGED BOTH MAIN TIRES.
Narrative: I WAS FLYING AN SMT XXXX IN A LEFT HAND TFC PATTERN AT KANKAKEE ARPT DOING TOUCH AND GO'S ON RWY 22. THE WIND WAS RPTED FROM 220 DEGS AT 15 KTS GUSTING TO 20 OR 25, CEILINGS WERE 10000' BROKEN AND VISIBILITY WAS 15 MI. I WAS MONITORING CTAF 123.0 AT ALL TIMES AND MADE MY POS AND INTENTION RPTS ON IT. AROUND 1400 LCL TURNING FROM BASE LEG TO FINAL FOR RWY 22 I ANNOUNCED ON CTAF 123.0, 'KANKAKEE TFC SMT XXXX FINAL FOR 22 TOUCH AND GO.' I DIDN'T HEAR ANY OTHER AIRPLANES IN THE TFC PATTERN AT KANKAKEE. WHEN I WAS IN THE FLARE JUST ABOUT TO T/D I SAW AN AIRPLANE COMING AT ME FROM THE OPP DIRECTION FOR RWY 4. I ESTIMATE HE WAS OVER THE NUMBERS 100' IN THE AIR AND DSNDING. HE CONTINUED TO DSND TO ABOUT 5' OF THE RWY AT MIDFIELD WITH HIS GEAR DOWN AND LOOKED LIKE HE WAS ABOUT TO LAND AT THIS TIME. I DECIDED TO TAKE EVASIVE ACTION BY USING HVY BRAKING AND TRYING TO MAKE THE FIRST AVAILABLE TURNOFF. THE RIGHT TIRE BLEW ON MY AIRPLANE AND THE LEFT ONE SUSTAINED HVY DAMAGE MAKING IT UNSERVICEABLE. I NOTIFIED THE FBO OVER THE RADIO AS TO WHAT HAPPENED. THE ARPT MGR COPIED THE TAIL NUMBER AND TRIED TO CONTACT HIM BUT HE WAS NOT MONITORING CTAF. HE CONTINUED FLYING APCHS TO RWY 4 WITH A 20 KT TAILWIND CREATING A VERY DANGEROUS SITUATION FOR AIRPLANES FLYING IN THE PATTERN FOR RWY 22. THE ACFT INVOLVED WAS AN SMT. HE WAS TALKING TO CHICAGO APCH CTL AND WAS CLRED FOR THE APCH, BUT HE DIDN'T TALK OR MONITOR CTAF WHICH IS CONSIDERED A GOOD OPERATING TECHNIQUE. I THINK THIS COM BREAKDOWN CREATES A POTENTIAL HAZARD FOR VFR TFC. WHEN APCH CTL CLRS AIRPLANES FOR PRACTICE APCHS TO UNCONTROLLED ARPTS AND THE PLT DOES NOT HAVE TO TALK OR MONITOR UNICOM OR CTAF LEGALLY.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.